Heavier-than-air flying machine



'Sept 17, 1935.

F. F. VON WAILMOWSKY HEAVIER-THAN-AIR FLYING MACHINE 12 Sheets-Sheet l v Original Filed June 30, 1930 l. L .11m v umidi;

Sept. 11, 19352 l -F. F. voN WILMOWskY 2,014,457

HEAVIER-THAN-AIR FLYING MACHINE original Filed June so', 195o yl2 Sheets-Sheet '2 Sept. 17, 1935. F. F. voN wlLMowsKY 2,014,457

4HEYIER-IHII-AIR FLYING MACHINE 12 Sheets-Sheet 3 Originalv Filed June 30, 1930 Sept. 17, 1935. F. F voN wlLMowsKY 2,014,457

HEAVIER-THAN-AIR FLYING MACHINE Y v Original Filed yJune 30, 1950 12 Sheets-Sheet 4 Sept- 17, 1935 F. F. voN WILMowsKY 2,014,457

HEAVIER-THAN-AIR FLYING MACHINE Original Filed June 30, 1930 l2 Sheets-Sheet 5 Sept. 17, 1935. F. r-jvoN` WILMowsKY .l HEAVIER-THAN-AIR FLYING MACHINE 12 Sliveets-Sheet 6 Original Filed June 50, 1930 I'NVENTOR Sept. 17, 1935. F. E. voNvWlLMowsKY 2,014,457

HEAVIER-THAN-AIR FLYING MACHINE Original Filed Jne 30, 1930 l2 {Sheets-Sheet '7 INVENTOR TMM l Sept. 17, 1935.- F'. F. voN WILMowsKY 2,014,457

4 HEAvIER-THAN-AIR FLYING MACHINE Original Filed June 50, 1950 12 Sheeis-Sheet 8 INVENTOR l SVam/Mm Sept. 17, 1935. F. F. voN WILMQwsKY y '2,014,457

l I HEVIER-THAN-AIR FLYING MACHINE 'original Filed June so, '19.30 12 shenslsret 9 Septy17 19.35- F. F. voN wlLMowsKY 2,014,457

lHEAVIER-'IHAN-ALR FLY ING MACHINE original Filed June of 195o 12 sheets-sheet 1o,

INVENTOR Sep-t. '17, 1935. F. F. voN wlLMowsKY ,2,014,457

HEAVIER-THAN-AIR FLYING MACHINE v origina Filed June so. 1930 12 sheets-Sheet 11 ISelt- 17, 1935. F. F. voN WILMowsKY 2,014,457

HEAVIER-THAN-AIR FLYING MACHINE 12- Sheets-Sheet 12 Original Filed June 30, 1930 Patented Sept. 17, 1935 4UNITED `STATES HEAVIER-THAN-AIR FLYING MACHINE Felix F. von Wilmowsky, New York, N. Y.

Application June 30, 1930, Serial No. 465,620 Renewed July 25, 1935 16 Claims.

By the new means hereinafter described and continued to be claimed-which were rst described and claimed by me in the application led on February 7, 1923 (informally filed on October 7, 1922), Number 617,640 of the Series of 1915-the operator of an aeroplane is enabled to rise from his position on the ground or water vertically into the air without taxying or running alongthe groundor water in order to gather the speed which generally is necessary for a gliding ight with an aeroplane an-d to travel through the air slowly and to alight vertically upon an appointed spot lightly and without any subsequent run over the land or water.

, -The new means involve a combination of forward-driving means and upward-driving meanspreferably several of each kind, operating while normally in action around and, proportionally or in their effect, equidistant from the temporary 'or' permanent centre of inertia of the machinewith means which, while the machine is ascending or descending with the aid of the upwarddriving means, effect a resultant force that acts as if it were at the centre of the vertical foreign displacing force (gravity and air resistance or air pressure combined), thus tending to sink or to v'lift the machine vertically in the air; the combination may include aerofoils whose resistance to air pressure and whose carrying elect can be adjusted together with the aforesaid gradual shifting of the centre of inertia of the machine. The combination is so arranged that while the machine is rising or alighting or flying in any position or direction, fast or slow, theupwarddriving means do not interfere with or are interfered with by the forward-driving means or by aerofoils. If the upward-driving means of the machine have sufficient vertical lifting force for ascending vertically while the trunk of the machine is horizontal, I have the upward-driving means in a structure or frame in the centre of the 'machina or between the front and rear aerofoils,

ing or spreading out either the front part or the tail of the machine; if there are aerofoils, I adjust them by reducing' or folding and by enlarging or expanding them, or by shortening and in- 'creasing the distanceof the aerofoils from the centre of the machine.

If the upward-driving A A"'means of the machine have not sufcient lifting 3 ,force even when located by the sides of the trunk 'or between aerofoils for ascending in substance vertically with the aerofoils horizontal, I give to the aerofoils (or to so much of the same as may be necessary) during the ascending of the machine with the aid of the upward-driving means a suitably inclined or vertical position. If the 5 upward-driving means 'of the machine have enough lifting force for ascending in substance vertically with the trunk of the machine but not with the aerofoils horizontal, I swing the aerofoils alone to a suitably inclined or vertical posi- 10 tion. If the upward-driving means of the iiying device are not sufficiently powerful for a substantially vertical ascent with the trunk of the machine horizontal, I have the upward-driving means in a frame or structure or cage or conl5 tainer which permanently and while ascending with the aid of the upward-driving means is connected with the trunk of the machine exclusively through a single axis, which may be represented by pivots or an axle, so that the trunk and the .ift- 20 ing structure can swing through an angle preferably of ninety degrees in relation to each other; during the ascending with the aid of the upwarddriving means the lifting structure, ballasted, remains horizontal while the trunk of the machine assumes a suitably inclined or vertical position. If the upward-driving means of the machine have not enough lifting force for hovering with the trunk of the machine horizontal, Iresort to the swinging into the substantially vertical position of the trunk even for alighting. In this type of machine I prefer to have the centre of the forward-driving means in the line of the longitudinal axis of the machine.

In the drawings hereto annexed I have specied some aeroplane devices which apply the new combinations herein above characterized and which illustrate the use of my inventions with aeroplanes. However, I do not limit myself to aeroplanes; my new combinationof a frame carrying a forward-driving means and an upwarddriving means, the said driving means being permanently connected through an axis passing through the frame, apply generally to heavierthan-air flying machines with orlwithout aerofoils.

Of the drawings hereto annexed, Y

Figure l is a top plan view, partly in section, with parts that have been removed indicated in dash and 'dot lines, outlining the fore part and 50 centre of a monoplane, with a central structure in formof a cage for the upward-driving means swinging around an axle xed in the fuselage; with gradually adjustable centre of inertia of the flying device so as to be at the will of the pilot on either side of the axle, fore or aft; and with a. pivoted pilots seat. The central swinging structure is shown locked in the fuselage by bolts. The locations merely of the several engines are shown. The extreme forward position of the gradually shiftable loads in the horizontal fuselage and a part of the lower frame of the cage are shown by broken lines. Stumps only of the front aerofoils and of the rear part of the ma.- chine are shown. The lateral extremities of the cage are broken olf.

Figure 2 is a diagram, partly sectional, of the side elevation of the fore part and centre, and Figure 2a of the tail, of a monoplane of the same type as the one outlined in Figure 1. The central swinging cage is shown locked with the fuselage by bolts. The locations merely of the cage engines are shown. The fuselage of the fore part is broken away so as to show the extreme forward position of the gradually shiftable weights; the weights are shown in dot and dash lines in the rear part.

Figure 2b is an enlarged detail side view of one of the rear arches such as are shown in Figure 2a; it is fitted with aquatic gear; a part of the surface of the arch is broken away lso as to show the wheels inside and the attachment of the pontoon to the cable.

Figure 2c is an enlarged diagram of the crosssection of the arch shown in Figure 2b along the line 2c2c.

Figure 3 is a sectional diagram of the front elevation of a monoplane of the same type as is outlined in Figures 1 and 2. It shows the mechanism by which the gradually shiftable weights represented by cylindrical tanks are shifted forward and rearward in the trunk of the machine. The gradually shiftable weights in the fuselage and the outside of the fuselage and of the cage are shown in section. The extremities of the cage are broken away.

Figure 4 is a diagram, partly sectional, of the front elevation of the flexible outlet tube of a lengthy container of fluids serving as a gradually shiftable weight in a heavier-than-air flying machine, and of the mechanism whereby the flexible tube is automatically wound upon a roller and is again unwound in proportion as the tube outlet or nozzle (not shown; draws away from the container outlet and again approaches the container outlet, the two outlets thus being elastically mobile in relation to each other through the automatic coiling of the tube whenever the tube outlet and the container outlet approach each other. The flexible tube is shown running up slantingly and is broken off.

Figure 5 is a perspective view of the skeleton or frame of the square cage of a monoplane of the type shown in Figures 1 and 2. The axle connecting the cage frame with the fuselage is shown in dot and dash lines.

Figure 6 is a top plan view of the fore part and centre and of the tail of a monoplane fitted with a terrestrial gear; with xed upward driving means and adjustable centre of inertia, and with enlargeable and extendible aerofoils and with a high undercarriage and long rear skids; the front aerofoils are on turning spars, with rear extensions of the front aerofoils; the rear aerofoils are fixed, with auxiliary rear aerofoils on turning axles along the longitudinal axis of the machine. All of the aerofoils are in the horizontal position. The horizontal turning spars carrying the front aerofoils are shown in mesh, when they will turn synchronously. The active the longitudinal axis of the machine are shown in their vertical position; the vertical position of the front aerofoils during vertical ascending is shown by broken lines. Stumps only of the two long rear skids are shown.

Figure 8 is a front elevation view, partly in section, of a monoplane of the same type as the ones which are outlined in Figures 6 and 7, with the front aerofoils in their vertical position and the shoulder supports in their inactive posit.on;

the gradually shiftable weights or loads areV shown in the section of the fuselage; parts of the front aerofoils are broken away.

Figure 9 is an enlarged detail view of the side elevation of the shoulder pieces and mechanism by which the front aerofoils of a bplane of the type shown in Figures 6, 7 and 8 are secured in their horizontal position; the vertical position of the aerofoils is shown by dash and dot lines.

Figure 10 is a tcp plan view of the fore part and centre and of the tail of a monoplane fitted with a terrestrial gear, with adjustable centre of inertia and with the mechanism reciprocating four humming feathers for upward-driving, which is contained in a central swinging structure, part of Whose outside covering is broken away. Only the stems or rods and stumps of the blades of the 'feathers and of the front aerofoils and the rear arches are shown.

Figure 1l is an enlarged detail side elevation view of the mechanism by which the stems of the humming feathers outlined in Figure l0 are reciprocated and turned about and anchored. Only the rod or stem and a part of one feather are shown. The mechanism is shown in the position which it assumes while the humming feather is horizontal during its down stroke; the two extreme positions of the feather-rod with its arms or anchor and its terminal knob and the varying positions of the eccentric wheels are shown in broken lines.

Figure 12 is an enlarged detail top plan view of the mechanism by which the rods of the humming feathers shown in Figures 10 and 11 are reciprocated and turned about and anchored (only the stump of one feather is shown) the mechanism is shown in the position which it assumes while the feather is horizontal during its down stroke; the extreme positions of the arms or anchor and of the eccentric wheels are shown by dotted lines; the shifted position of the turning mechanism is shown in broken lines; the engine activating the feather is merely indicated by a fragment of its case.

Figure 13 is a plan View of a humming feather such as is shown in Figures 10, 11 and 12, showing the system of transversal and slanting serrated ridges and cellular ribbing of the blade surfaces-identical designs being on either face-of the humming feathers.

Figure 14 is an outline of the section laid along the line .1a-:r through the blade of the humming feather shown in Figure 13; both faces and both sides of the blade being equal, only a stump of the right side of the section is shown.

" Figure is a perspective view of the mechanism by which the turning of the rear end of a humming feather such asis shown in Figures 10, 1l, 12, 13 and 14 is controlled.

' Figure 16 is a side elevation view of a monoplane of the type which is shown in Figures l, 2 and 3, standing on the projecting rear joint of its terrestrial rear arches, ready for vertical ascent.

Like numerals of reference point out corresponding parts in eveiy figure. In the drawings, I denotes the fuselage or trunk of the machine; 2, the forward screw propeller; 3, the engine of the starter, which is utilized where mechanical power .is needed incidentally; 4, 4, the rear aerofoils;

l, the cockpit; 6, 6, the gradually shiftable weights or loads, represented yhere by tanks, which are used for changing and adjusting the centre of inertia of the machine; the loads 6, 6 are guided by lateral grooved'anges between rails marked 1, 1, which are fixed in the frame of the fuselage I 8, 8 denote broad racks running along the backs o r tops of the loads 8, 6; these racks are in firm mesh with the broad toothed wheels 9, `9, on the axle marked I8; the toothed wheel II, in the middle of the axle I8, is in mesh with the toothed wheel marked I2, through which the operator with the help of the starter engine 3 can shift the vloads 6, 6 on the broad -toothed wheels I3,-I3 along the grooved racks I4, I4-the latter'are xed in the skeleton or frame of the fuselagerearward and foreward so as to adjust the centre of inertia o the machine either foreward for an exclusive 4gliding flight or' rearward for exclusive climbing or descending with the aid of the upward-driving means, or for a' slow flight; in the last said case the upward-driving means cooperate with the horizontal propelling means and' with the ae/rofoils. I5 denotes a base plate with a short tubular outlet fixed in it, in the side of the tank 6; fixed in the base plate I5 and its short outlet is the tube marked I6; it extends athwart the longitudinal frame, preferably the axis, of the machine. I1 denotes a short tubular sleeve around the tubular outlet of the base plate I5; it bears with an inner flange against the outer flange of the outlet and is thus heldin place while free to turn around. To

the short sleeve I1 is firmly joined the long sleeve I marked I8; the latter fits loosely upon the flange I3 of the tube I6, near. its mouth; though thus fixed longitudinally, the sleeve I8 can turn freely around the tube I6 on the ball bearings marked 28 and 2 I; the balls are held in place by the rings -22 and 23, which are tted into and fixed to the sleeve I8. Accurately fitted to the sleeve 24 and fixed init airtight, and carefully adjusted to the mouth of the tube I6 by means of the sleeve 24, which is xed inside of the sleeve I8, and so as to turn around the mouth gasproof and yet easily, is a curved'tube marked v25; the latter leads back to the periphery of the sleeve I8. To the end of the curved tube 25 is gasproof attached a filexibletube marked 26, which can be coiled around the tube Il; the tube 26 carries the contents of the tank 6 to the engines or where els'e it maybe desired. Between the tube I6 and the sleeve I8 is afree space or tube-shaped chamber; thisvchamber is occupied by a spring marked 21, coiled around the tube I6; its one end is fixed to the tube I6, its other end to the sleeve I8; the coil spring is kept under tension so that, when the flexible tube 26 is pulled off the sleeve I8, the tension will wind it up again as soon as the pull relaxes. The tank is di- `vided into small compartments by thin vertical partitions (Figure "2) these partition plates marked 28 are perforated by small holes marked ext 28, 28, through which the liquid can pass from one end of the tank to the other but gradually: a rushing of the liquid bulk with consequent sudden shifting of the centre of inertia of the machine is thus excluded. Tfhe perforations of the partition discs inside of the tanks are marked on the faces of the tanks in Figure 3.

In Figures 6 and 7, 38, 38 denote auxiliary rear aerofoils fixed on poles or axles 3|, 3I;. the latter are parallel to the longitudinal axis of the machine. Such auxiliary rear planes serve for equalizing the resistance of the air encountered by a machine which is to climb or descend with :the aid of the upward-driving means vertically `with its body and itsl aerofoils horizontal and generally for changing and adjusting the centre of vertical pressure of the machine, which with the type of machines here described lies during slow gliding flight naturally in front of the lens-shaped central lifting frame vc r structure. 32, 32 denote toothed wheels, in mesh with each other, on the poles 3l, 3|; one or both of the latter are adjusted either directly through levers or through intermediate gearing from the cockpit 5, where the operator controls they synchronous-and by putting Athe wheels 32, 32.out of mesh, the separate-turning of the poles 3|, 3l. 33, 33 denote lateral horizontal frames firmly fixed in' the frame of .the machine; together with the curved horizontal bars 34, 34,

hich are likewisefixed in the frame' of the Xiselage I, they restrict the upward movement of the planes, 38, 30. Bridges on the frames 33, 33 carry pulleys marked 35, 35; over these run cables, whose ends are fastened in the rib- 35 bing of the planes 38, 38; the cables run over the lwheels 35, 35 to drums near the cockpit 5; the

. drums are controlled by the operator, the cables aiding him in theyertical turning of the planes an, se, they-lock the same mtneir-hcr izonta1 position toi the f selage I.: 31, 31 denote vthe turning main sp rs of the. front aerofoils; the main spa'rs preferably consist of steel tubes filled with sections'of strong bamboo having the same length as the tubes. The inner ends of the main spars 31, 31 are confined inthe bearings .-38, 38 and 39,. 38, .which are firmly anchored in the frame of the fuselage I. 48', 48 denote' the front aerofoils, fixed to the'main spars 31, 31; their tips are extended rearward. The main spars 31, 31 are bent rearward near their outer extremities and flattened, run along. the middle of the rear esions of the planes' 48, 48, to the Iline where the ailerons-begin; if parallelto the longitudinal axis of the machine, the rear extensions of the planes 48,-..48 are preferably slightly concave.

4I, 4I denote lateral frames of steel; like the frames 33, 33, they serve to restrain the upward movement of the aerofoils 48, 48, being irmly anchored in the frame of'the fuselage I. 'Ihe frames nt into grooves on the backs. of the wings and is under the control of the operator; these controlled by the operator.

cables aid in raising and lowering the planes 46, 46 and hold the same fast to the frames 4I, 4I. 44, 44 denote large and strong toothed wheels on the inner ends of the main spars 61, 61 between the bearings 66 and 66; they serve for the turning of the main spars 61, 61 through an angle of 90 degrees; they serve also as anchors for wires or cables stiifening the spars; they are in mesh with two other toothed wheels marked 46y 46. The axles of the wheels 46, 46 are turned by the starter engine -6 and are under the control of the operator. 46, 46 denote knees of steel; each knee carries along its vertical leg a circular rack, which is in mesh with the vertical toothed wheel marked 41; through this wheel 41 the operator raises and lowers the knee 46. The vertical leg of the knee 46 carries, besides, a horizontal toothed wheel marked 46, which is in mesh with auxiliary gearing controlled by the operator; through the wheel 46 the knee 46 is turned about horizontally. The horizontal leg of the knee 46 ts into the ribbing on the under side of the plane 46; after the planes 46, 46 have been raised to their horizontal position, the knees 46, 46 are turned from their inactive position along the main spar 61, 61 and are raised through their circular racks so as to nt into their grooves athwart the planes 46, 46, serving as supports for the shoulders of the main spars and as locks for the planes; before the planes 4I), 46 can be turned down again, the knees 46, 46 must be lowered and be turned about through their wheels 46, 46, which are in mesh with the wheels 46, 46, In Figure 9, the numbers 61a to 46a denote corresponding parts of the lower aerofoilA of--a biplane. In Figures 6, 'I and 8, 66 denotes the frame which holds the vertical lifting meansjits skeleton is designed so as to transmit `the vertical lifting eifect directly to the frame ofthe fuselage I; the frame 66 must-be evenlyvbalanced and must be solidly connected with the frame ofthe fuselage I so as to be indifferent to the frontal air pressure during gliding flight; its outlines or hull should follow stream lines as closely as may be practicable. 6I denotes a folding orrv collapsible crest, which is raised along the back of the machine when the machine is to descend vertically, especially in alighting.A 62 denotes a centre plane; it Cis unfolded along the under side, below the longitudinal axis of the machine when the latter is'to climb vertically. The rear skids together with the under-carriage or pontoons must keep thebody of the machine suillciently high above the ground or water to prevent any fouling of the aerofoils in their vertical position; lateral skids or pontoons may be inserted below the frame 66. e

In Figures 1, 2, 3, 6, 7 and 8, 66, 66 denote rotary upward-driving propellers; 64, 64, the locations of their engines; if carried in a swinging lifting cage (Figures l, 2, 3, 10, 16), the propellers must be as far away from the longitudinal axis of the machine as may be practicable, so as to be outside of the slip-stream, ofthe forward screw propeller 2; the upward-driving propellers 66, 66, in pairs coupled tolan engine on either side of and equidistant from the longitudinal axis of the machine, must be of sturdy build and be strong enough by themselves alone to carry securely the weight of the entire machine. v

In the Figures 1, 2, 3, 10 and 16, 65, 66 denote the fixed front aerofoils. 66 denotes the axle. which is fixed at the points 61, 61 in the frame of the fuselage I. It connects the lifting strucaround the axle 66 in the bearings at the points 5 marked 66, 66;A it can swing through an angie of 90 degrees in relation to the fuselage I. Pivots can take the place of the axle 66; but I prefer one straight rodior tube of forged iron which passes through the skeleton of the fuselage I and 10 the cage 66,and through the longitudinal axis of the machine, and which by rings fixed armmd it is confined -in its position in the sleeves or bearings fixed in the skeletons of the fuselage and of the cage 66. In the centre of the lifting cage 15 66 and also in the upper central part of its front and in the lower central part of its rear, space is left free for the fuselage I, and the inner frame of the cage 66 is designed so that the cage can swing freely around the axle 66 through an 20 angle of 90 degrees in relation to the fuselage I and that the upward-driving propellers, rotary or reciprocating, can carry securely the weight of A the fuselage I in its vertical position with its fixed aerofoils. 66 denotes the upper rear beam 25 br plate, which forms the rear part of the top of the cage 66; 66a, the lower front -beam or plate, which Yforms a part of the front of the bottom of the cage 66; the two beams or plates 66 and '66a are vertically over the axles or ful- 30 crums of the four upward-driving propellers and are supported by the propellers while the same are working; the beams connecting the plates66 and 66a serve to4 support and carry the engines driving the propellers. curved beam whose middle is fixed to the middle of the upper rear beam 66 and whose two extremities are fixed to the lower front bam 66a; 6Ia denotes an arch or curved beam like the one marked 6I and whose middle is fixed to the mid- 46 dle of the lower front beam 66a; its two extremities are fixed to the upper rear beam 66. 'I'he two beams 6I and 6 la pass diagonally in the same plane through the interior of the cage 66; the axle 66 passes through them at the points 45 marked 62, 62; at these points the parts of the arches around the axle 66 are reinforced and carry roller bearings, in which the axle 66 runs. 66 denotes a curved beam or strong tube whose ends are joined together so that the beam or 50 tube 66 forms a sort of closed longish oval; this oval is bent at the middle of itsv long sides so that its two more pointed halves or ends lie in two different planes forming substantially a right angle; its upper and rear end is fixed to the mid- 55 die of the upper rear beam or plate 66'; its lower and frontend is fixed to the middle of the lower front beam or plate 66a. This beam or tube 66 encircles theVl fore part of the fuselage I; the latter is in contact with the lower and front part 00 of the beam or tube 66, which is in a substantially vertical plane, while it is in its gliding position; the fore part of the fuselage I goes upward with its back into contact with the upper and rear part of vthe beam or tube 66, which is in a 35 substantially horizontal plane, when the fuselage I assumes its ascending or descending, or vertical position. 64 denotes a curved beam or strong tube whose extremities are joined together o so that the beam or tube 64 forms a sort of 7 closed longish oval similar to the beam or tube 66; it is bent in a substantially like manner as the beam or tube 66. Its lower and front end is ilxed to the middle of the lower font plate or 6I denotes an` arch or 25 horizontal cage axle beam 89a; its upper and rear end is xed to the e middle of the upperrear plate or beam 68. This curved beam or strong tube 64 encircles the rear part of the fuselage I; the latter is in contact a with the upper and rear part of the beam or tube 8l, which is in a. substantially vertical plane, while it is in a gliding position; the rear part of the' fuselage I goes downward with its bottom into contact with the lower` and front part of lo.; the beam or tube 64, which is in a substantiallyA horizontal plane, when the fuselage I assumes its vertical position. The two curved beams or tubes 68 and 8l together thus form a sort of crib (more or less quadrangular when selen from lo' the side) within which the fuselage I can swing from the horizontal position 'to the vertical position and vvice/versa. 65, 65 denote transversal beams on either side of the rings 63 and 84 and running from the upper front corners of theA 80 ring 88 to the lower. rear corners'of the ring 6I;

wh'ere the axle 56 passes through them, they are reinforced and carry roller bearings. 68, 66 de' note beams which run from sleeves marked 66a `of the vertical propeller axles or stems to the bearings directly the effect of the upward-drivl ing means to the axle 58. The construction of the cage may be simplied where that is practicable within safe limits. 61, 61 denote bolts held in 30" sleeves in the frame of the fuselage I and which can-be pushed through sleeves marked 68, 68and fixed in the frame of the lifting cage 58; the cage 58 is thereby locked'with and is made a rigid part of the .fuselage I. 69 denotes an axle on miv which the pilots chair marked 18 is xed sov as to swing around the controls and instruments of the cockpit 5; the latter implements must be suitably designed and arranged. 1I, 1I denote counterweights which are attached through the II):4 levers marked 12, 12 to the chair 10; they cause the chair with the pilot in it to swing around the controls and instrumentsthrough an angle of about 68- degrees when the' fuselage I assumes its vertical position. 18, 13 denote two divergent l5: rear arches; they are held together by horizontal.

bands 1l, 14; the strong and projecting joints of the cross-bands 14, 1l, by which the vsame are attached to the arches 18, 13, serve as relief points or supports for the fuselage I when the same, iwhile rising from or alighting upon the ground, is In a vertical or a slanting position in contact with the ground. When the machine isJtted lwith aquatic gear, the rear arches 18, 13 carry Y g shiftably attached to them the rear pontoons desi'nated by the numeral III) upon which the mav chine may repose while the fuselage I rising `from or alighting upon the water is in a vertical or a Aslanting position in contact with the water.

- TheseV pontoons IIIl may be fixed by means of o-'steei rods m, m to cables nz, which run in grooves II3 along the outer side of the arches 1,8, 18 over the little grooved wheels I I4, I I4, xed within the bodyof the arches; the cables are guided, besides, along 'the arches by little lateral 5 projections or plates us, H5 nxed in the arches 18, 18. The pontoons can thus be shifted along the arches by means\of the cables, which latterv vare controlled from the cockpit, so as continually D.. and iirmly to support, whenever support is needed. the rear part of the fuselage I while the mahine in startl'ngjto y or in valighting is swing- -ing -from the horizontal position to the vertical erregend vice versa. The .two cable grooves may 5K'- scieened or covered, excepting the'spaces along 56 and transmit through and below which the pontoons are to move or to be shifted. Ilfhe arches 18, 13 serveas rear skids and to protect the rear part of the machine when the fuselage I assumes its vertical position while in contact with the ground or water: they must c therefore be strong enough to support the weight of the `machine in its .vertical `position somewhat inl the manner of ribs. 'I'he upward-driving meansshould. exert in all cases their eiect as directly up'on the axle 56 as may be practicable. l0 The beams or tubes transmitting the lifting effect to the ame 56 are preferably of forged iron; the

vother parts of the lifting structure 58 are preferably of duraluminium.

In Figures 10, 11, 12, 13, 14. 15, 15 denote en,- 18 gine locations on either side of the swinging cage 5,8; each engine turns an axle, marked 16, 16. Since the mechanisms reciprocating and turning the rods marked 11, 11 of the humming feathers of the machine, which are activated by the axles 16, 16, are identical in all of their parts, the parts of only one of the mechanisms shown in Figures 10 and 11 have been marked with numerals. 18, 18 denote pairs of toothed'wheels on the axles 18, 16, on either side of each engine 15; they 25 are in mesh with toothed wheels marked 19, 19 on theshort axles vmarked 80, 80. The wheels 19, 19 are in mesh with toothed wheels marked 8I, 8| on the axles marked 82, 82. The axles 41li, 16 and 82. 82 turn at exactly the same veloc- 30 ity; the axles on the same side of the cage 58. turn also in the same sense, the axles on opposite sides in opposite directions.- The axles 18, 18 and 82, 82 carry each two eccentric-wheels; the two on the upper axles 82, 82 are marked 83, 83; 35 the two on the lower axles 18, 18 are marked 84, 84. These eccentric wheels are all of exactly the same size and weight; the two eccentric wheels iixed on the same axle extend (alternately) in oppositev directions-that is to say, so that when one of the wheels on the axle has'its highest position, the other wheel has its lowest posi' tion. Each couple of eccentric wheels formed by 83 and 84 rotates inthe same plane; the two wheels turn so that the vtwowheel rims are at i5 all times almost in touch with eachother. The rims of the wheels 83,- 83 and 84, 88 have halfcircular grooves; in the practicallytubular space formed by each pair of opposite rims of the eccentric wheels is confined the round rod or tube 11, which forms the stem of a humming feather. The rod 11 has its fulcrum at the point marked 85, where it carries a iluted sleeve. The fulcrum 85 is located so that the two eccentric wheels 83 and 84, which confine Vbetween their rims the stem 11, carry the latter reciprocatingly in a vertical plane from an angle of approximately 20 degrees above the horizontal to approximately 28 degrees below the horizontal. The stems 11, 11 extend laterally outside of the lifting cage 58 60 at a right angle to the longitudinal axis of the machine; the outer halves of the stems are slightly. curved; outside of the cage 58 the stems carry broad blades marked 86, 86, of an aspect ratio of about 6; the surface of the blades 88, 86 will be 65 speciiied hereinafter. 81, 81 denote ridged halfcylinders which are fixed in vertical direction above the uted sleeves at 85, 85; 88, 88 denote other rldged half-cylinders, of like size, shape and weight. which are xed in the vertical direction opposite to the half-cylinders 81, 81 and below the iiuted sleeves at 85, 85; each couple of halfcylinders 81 and 88, in cases marked 81a. 81a and 88a, 88a among roller bearings move horizontally simultaneously in opposite directions so as to turn the iiuted sleeve at 88, with which they are in accurate and firm mesh, through 90 degrees;

they reciprocate, with intervals which are timed so that the stem 11 is turned around through 90 degrees every time when its outer end with the blade 88 has almost reached its highest and its lowest position and so that the blade has turned horizontal at its highest position and has turned vertical at its lowest position. The turning of the blade 88 is thus done alternately in'opposite directions, so that always the same face of the blade strikes the air down. `The timing of the reciprocating half-cylinders 81, 81 and 88, 88 is done with the aid of the rocker-levers marked 88, 88 and 88, 88. all of the same shape, size and weight; the long inner arms of the levers 88, 88

to that of the eccentric wheels 88 and are attached one to one side` of the upper halfcylinder 81 and the other to the opposite side of the lower half-cylinder` 88; the levers 88, 88 are attached with their long inner arms to the ,tw'o other sides of the two half-cylinders. The fulcrums of the levers 88, 88 are marked 8|; those of the levers 88, 88 are marked 82, 82. The outer short arms of the levers carry loose or idling wheels, whose rounded rims are rough and turn by friction; they are kept bearing against opposite sides of the eccentric wheels 88 and 84 by the springs marked 88 and 84. The wheels 88 and 84 ha"ve on either face through half of their circumference narrow ridges concentric to their axles 18 and 82 and located so that where the ridge on one face ends the ridge on the other face commences; the ridges are marked 88, 88 and 88, 88. When, the eccentric wheel 88 turning, its ridge 85 is slipping under and shifts the terminal friction wheel of the short outer arm of the lever 88, the terminal friction wheel of the short outer arm of the lever 88, which bears against the opposite face of the wheel 88, is leaving the ridge 88 on that face and the spring 84 makes the terminal wheel of the lever 88 bear against the level face of the wheel 88; the levers are thereby shifted, and the long inner arms of the levers move the half-cylinder which is between them and which they govern. At the same time the levers whose terminal friction' wheels bear against the two faces of the eccentric wheel 84 shift the half-cylinder 88 in the opposite direction, between the two half-cylinders 81 and 88 thus moved in opposite directions the fluted sleeve at 88, which is in the firm grip of the two halfcylinders, and with the sleeve the rod 11 is turned about through 90 degrees. At the end of a half turn of the eccentric wheels 88 and 84 the levers 88, 88 reach the end of the ridge 88 and the wheels of the levers 88, 88 reach the beginnings Vof the ridges 88, 88. The levers are moved once more and between their long inner arms they shift the half-cylinders back totheir first position; the iiuted sleeve at 88 and with it the rod 11 is thereby turned through 90 degrees back to its first position. 'I'he blade 88 is thus turned about through 90 degrees alternately in'opposite directions. If the blade 88 is to turn about through 90 degrees always in the same direction, I employ in the place of the two ridged half-cylinders 81 and 88 two wheels with broad rounded rims transversely deep-ridged, which are turned in intervals, each always in the same direction, and between them turn the uted sleeve at 5 and the blade 8 8 around through 88 degrees. e ridged wheels which take the place of the halfcylinders v81 and 88 turn in the plane vertical 84; the levers which take the parts of the levers 88 and 88 lar to the one which herein above has been described; the ridged wheels are locked after every advance so that they can turn only in one direcs tion; the levers are returned by springs to their inactive position as soon as they have turned the ridged wheels. The lifting effect produced by the blades 88, 88 striking the air down is transmitted torthe frame of the cage 88 and to the axle 88 at thezfulcrums 88, 88 of the stem 11, 11 through the vertical beams marked 81h and 88h which support and confine the cylinder cases 81a, 81a and 88a, 88a.

On the inner side ofthe fulcrum 88 is a case 15 or box or hemispherical housing (Figures 11, l2, 15) marked 81a, which confines the inner endof the stem 11 with its anchor-like arms 81, 81-they are curved concentrically to thev pivot-and its terminal round knob 88. The knob 88 moves up 20 and down vertically in a channel of the box, bearing against a string of rollers 88, 88. In'the lower right hand corner of the anchor box ls a block marked |88; it is bevelled on its upper side; another block, marked |8I, of like size but bev- 25 elled on its lower side, is in the upper left hand corner of the anchor box. The planes of the bevelled surfaces of the two blocks |88 and 8| are radial to the fulcrum 88; they conform between them tothe vertical angle through which the 80 stem 11 travels when reciprocating; the bevelied surfaces are paddedl with india rubber or other soft material. The inner vertical faces of the blocks |88 and |8| carry each a row of roller bearings marked |88a, |88a and |8|a, |8|a and 35 set radially to the fulcrum 88; the cylindrical anchorlike arms of the stem 11, 4which are curved concentrlcally to the fulcrum 88 in the plane that is vertical to the plane of' the blade 88, move up and down between the blocks |88 40 and |8|; while the blade is descending in a horizotai posicion striking the air with its race, the anchor arms 81, 81, vertical, go up between fthe vertical faces of the two blocks, bearing against the rollers |88a, |88a and |8|a, I8Ia; while the 45 blade is ascending edgewise or in a vertical position and therefore without much resistance of the air, the anchor arms descend fiat or in a horizontal position and free between the two bevelled surfaces of the blocks |88 and |8|, until one of 50 the arms strikes against the bevelled top surface of the lower block |88; its one anchor arm being checked, the pole 11 turns around 88 degrees until it strikes with its arm 81 against the roller bearings |8|a, |8|a on the vertical side of the up- 55 per block |8I; at the same time its other arm 81 strikesagainst the roller bearings I 88a, l88a on the vertical side of the lower block |88. The arms 81, 81, on edge, glide now upward between and along the roller bearings on the vertical sides 60 of the blocks |88 and I8| until they reach their highest position. Here, the turning of the pole 11 and its blade 88 at its lowest position through .90 degrees swings the arms 81, 81 once more into their fiat position; their swinging isl checked 65 by the bevelled bottom surface of the upper block |8|, whose slant conforms to the greatest angle below the horizontal which the blade 88 assumes. While the blade 88 cuts upward through the air,

- the'anchor amis 81, 81, fiat, descend free with the 7U arms, so that 'the arms can pass by the bevelled blocks and IM, and with the bevelled blocks on the same side ofthe stem 11.

The stem 'l1 is reinforced about the middle of the blade length; it is slightly curved towards its outer extremity. The blades grow thinner as their surface extends fartheroutward. 'I'he surfaces of the blades 86. 86 and a section laid through a blade are outlined in Figures 13 and 14. 10,. Either face of the blade has spiked or serrated upright borders and is covered with a network of ridges forming cells with edges of irregular height, resulting in sianting pockets or recesses; the object is; to take full advantage of the vis- 15 cosity of the air, that is to say, .to impede asV much as possible and thereby retard the currents formed by the air which, struck by the descending blade, tends to slip away from the middle line of the blade aslant over the blade-outward while the blade is above the horizontal level, and inward while it is below the horizontal-and which tends to rush toward the middle of the upper surface of the descending blade. I accomplish this damming up and impeding of the slanting air currents through a system of short bars or ridges;

some of the same lead the air into pockets, andv other ridges are athwart the courses of the escaping air; this system of cells is combined with varying depth of the bottom of the cells or partitions formed by the ribs and ridges, causing varying compressing and whirling of the air below the blade. 'I'he cells or recesses are larger and deeper as the blade grows thicker. The pattern may be varied many ways without getting 35.. away from the principle and object of the device. My preferred material for the blades is hard sulphur-vulcanized india rubber or a similar cured mixtureA of elastic tenacious hydrocarbon gum reinforced with forged iron rods. 40 While on the ground or water, the machine rests on the under-carriage or pontoon frame, the two high rear skids or strong arches of light metal tubes (or equivalent pontoonsl and, if desirable,.;

on the lateral arch-skids (or pontoons) of the lifting cage; the centre of inertia is a short distance in front of the lifting cage. Before starting to ily, the aerofoils are turned into the/vertical or braking position-the frontvplanes on the axle o'r axles athwart the machine, the rear planes on the axles along the longitudinal axis ofthe machine, and the weights are shifted so that the centre of inertia. of the machine coincides withthe resultant of the veitical upwarddriving forces, if the machine can climb verti- 551 cally with its trunk horizontal. If the upward- .driving means of the machine have not sufficient power for climbing vertically while the trunk is horizontal and if the aerofoils are permanently xed.- the weights or loads of the machine are 60, shifted rearward so that the centre of inertia of the fuselage lies arrear of the axle 56; the bottorn of the lifting cage 58 is ballasted and the cage is unlocked or set free to swing; the ballast is divided so that the lifting structure maintains 65, a horizontal position while the trunk of .the machine swingsinto its vertical'position underv the impulse of the upward-driving means. The latter, which during vertical ascent or descent with their aid are located concentrically around the 7i); temporary centre of inertia of the machine, are

now started with a self-starter activated by thef engine 3, whose control lever is in the cockpit 5; it is essential that the vertical resultant of the several upward-driving forces, with other words,

vertically above or ybelow the centre of inertia of the machine. If the centre of vertical pressure or air resistance does not coincide' with the temporary centre of inertia quite exactly, the

elevator and other aerofoils of the machine are .'5

manipulated so as to correct the divergence and the consequent turning tendency; with fixed front and rear'aerofoils-this is accomplished by imparting to the upward-driving means of the machineaa sianting direction in relation to the 1 0,

longitudinal axis of the machine so that the lifting means drive the machine vertically upward while the trunk of the machine is ina sianting position. If the lifting structure is properly pivoted and ballasted and the temporary centre of 15 inertia of the fuselage l lies arrear of the axle 56, the trunk of the machine, while the cage 5B is mounting in a horizontal position, will gradually rear up on the -twu rear arches '13, 13, After thefuselagev of the machine has'assumed the verti- 20l ly a more and more horizontal position. As the 3:0.

ballast is gradually shifted from the bottom of the lifting cage 58 and the weights or loads and ballast are distributed so as tox the centre oi inertia of the machine' at the place where the same is to be located during gliding ight, the 35 trunk l of the machine assumes its normal position to the lifting structure 58; the latter is then locked with the fuselage I and is turned .temporarily into a xed and rigid part of the machine. If the machine has risen vertically in a' hurl-40 zontal position, with vertical aerofoils, the forward screw propeller is started at a safe level and the fuselage is given a sianting position; the

aerofoils are gradually symmetrically and synchronously turned into the normal or horizontal 45 position while the fuselage is kept in a slanting :position: the weights are gradually shifted for- ;ward hile the machine gradually reassumesa horizoXtal position. For a substantially vertical ascentv f the machine in a horizontal position 50A and with vertical aerofoils and for substantially vertical descent: or alighting, a. vertical crest or centre plane in the rear of the ascending or descending machine and which is in line with the longitudinal axis of the machine is an efficient aid for studying the vertical course. 'I'he crest and the centreplane are made folding or collapsible, of some strong fabric such as thin oilcloth, which may be spread, when required, between temporary vertical poles raised or lowered from the fuselage.' 60 When preparing for slow ight with the aid of the upward-driving means, the latter should be started and the centre of .inertia should-be adjusted before the forward-driving effect is much reduced, unless the machine can rely on its glld- 65 ing angle during downward flight against the wind. Forl slow flight I prefer to have the upward-driving means outside of the slipstream of the forward-driving means. During slow horizontal flight-with the aid of the upward-driving means braking is resorted to by simultaneous Y turning of the aerofoil flaps (Figure 7) into their vertical position.

When preparing to alight, the machine approaches the appointed spot facing the Wind 75,

with downward course. The upward-driving means is started, after ballasting and unlocking the lifting structure, if the same is pivoted, the crest is expanded if the lifting structure is nxed; and the centre of inertia is adjusted. The forward-driving `means is shut on gradually and when the machine is above the appointed spot, the front aerofoils, if pivoted, are turned into their vertical position'so as to act as brakes: the upward-driving means is gradually reduced so that the machine sinks lightly to the ground or water. If the lifting structure is pivoted and vhas not power enough for hovering, the fuselage of the machine isgiven gradually a vertical p0- sition, with the aerofoils acting as brakes; when the rear arches or the pontoons touch the ground orwater, ,the upward-driving means is slowed down so that the trunk of the machine sinks gradually forward and comes to rest upon the undercarriage and the lateral skids or arches or pontoons.

I claim:

1. The combination, in a heavier-than-air nying machine, of aerofoils which during gliding night have a horizontal position and during vertical ascent and descent have a vertical position, and of substantially horizontal bars pivoted on vertical poles below the aerofoils and which are nxed in the body of the machine for confining .the aerofoils in their horizontal position so as to prevent the aerofoils from being forced by pressure to turn toward their vertical position.

2. The combination, in a heavier-than-air nying machine, of aeroi'oils which during gliding flight have a horizontal position and during vertical ascent and descentl have a vertical position, and of horizontal frames and bars cooperating above the aerofoils and which are nxed in the body of the machine and by which the aerofoils are prevented from turning farther upward.

3. The combination, in a heavier-than-air nying machine, of aerofoils which during gliding night have a horizontal position and during vertical ascent and descent have a vertical position; and of substantially horizontal bars pivoted on vertical poles below the aerofoils and which are nxed in the body of the machine for connning the aerofoils in their horizontal position so as to prevent the aerofoils from turning toward their vertical position; and of horizontal bars and frames cooperating above the aerofoils and which `are nxed in the body of the machine and by which the aerofoils are prevented from turning farther upward. s

4. The combination, in a heavier-tharr-air nyin'g machine, of forward-driving means and front and rear aerofoils and of upward-driving means between the front aerofoiis and the rear aerofoils and means for imparting to the aerofoils a horizontal position for gliding night and a vertical position for vertical ascent and descent; and of shiftable weights which during the night can be adjusted either so that the centre of inertia of the machine is located suitably for gliding night or so that the centre of inertia is located suitably for ascent and descent with the aid of the upward-driving means; and of means for nxing the aerofoils in their horizontal position and for v' fortifying them in that position so as to prevent the aerofoilsfrom swinging farther upward or to turn toward their vertical position.

' 5. The combination, in a heavier-than-air nyat a right angle tothe longitudinal axis, the structures containing the said two driving means being combined so that they can swing through an angle of, say, 90 degrees in relation to each other; .and of an arch or arches nxed in the trunk 5 of the machine, the arch or arches embracing a free space around the rear part of the machine so as to support the latter and to protect it from contact with the outside when the longitudinal axis of the machine assumes a vertical upright 1'0 or a slantlng position.

6. In a heavier-than-air nying machine, a mechanism for reciprocating driving blades which embraces the combination of a pole having a cylindrical collar with lengthwise parallel grooves, 15 and of two half-cylinders .having like parallel grooves across their surface, the collar of the pole being in mesh with the two half-cylinders, which are on opposite sides of-the pole: means for moving the two half-cylinders in opposite directions reciprocatingly, thereby imparting a reciprocating revolving movement to the pole.

7. In a heavier-thaneair nying machine, a propelling mechanism which embraces the combination of a pivoted .pole carrying a blade and of 25 a pair of eccentric rimmed wheels holding the pole between their rims, and means whereby the wheels are turned synchronously in rhythm so as to keep the pole between their rims, thereby imparting to the pole a reciprocating to and fro movement in the plane of the wheels.

8. In a heavierfthan-air flying machine, a propelling mechanism which embraces the combination of a pivoted pole carrying a propelling blade and of means for reciprocating the pole in a certain plane; of means for revolving the pole around its axis at the end of every swing reciprocatingly; and of means for synchronizing and regulating the composite movements of the propelling pole.

9. In a heavier-than-air nying machine, a propelling mechanism ywhich embraces the combination of a pivoted pole carrying a propelling blade and of a pair of eccentric rimmed wheels holding the pole between their rims, and of means 45 whereby the wheels are turned synchronously in rhythm so as to keep the pivoted pole between their rims, thereby imparting to the pivoted pole a reciprocating to and fro movement in the plane of the wheels; and of means whereby the pivoted 60 pole is simultaneously revolved around its axis.

10. In a heavier-than-air nying machine, a

' combined nuid supply and shiftable weight which .embraces the combination of a container of a foils and of upward-driving means, the rear part of the machine extending in the horizontal plane while the machine is nying with the aid of the upward-driving means; the rear part to be extended so as to equalize the pressure of the air 70 upon the front part and upon the rear part of the machine during such night; and of a collapsible crest along the back of the machine and of an extending centre plane along the lower side of the machine. 

